Gear for transmitting power.



Patented Dec, 25, |900.

(Application mad June ao, 1900.)

2 Sheets-Sheet (No Model.)

AUM/vers'.

Patented mc. 25, |900.

F: w. LAN6HEsTEn;. GEARv FUR TBANSMITTING POWER.

(Application led June 30, 1900.)

2 Sheets-Sheet 2.

(No Model.)

y m/ vENToH WTNESSES UNITED STATES PAIENTl OFFICE.

FREDERICK WILLIAM LANCHESTER, OF BIRMINGHAM, ENGLAND.

GEAR FOR TRANSMITTING POWER.

SPECIFICATION forming part of Letters Patent No. 664,653, dated December25, 1900.

Application led June 30, 1900. Serial No. 22,115. (No model.)

Britain, No. 4,806, dated March 18, 1900,) of

. which the following is a specification.

This invention relates to improvements in change-speed mechanism moreespecially applicable to motor-vehicles, and refers more particularly toimprovements in the arrangement and disposition of change-gears of theepicyclic type, whereby greater compactness and ef'iciency may beobtained.

lIn one arrangement in which epicyclic gearing is employed for giving achange of gearing ratio (or change-speed, as it is customarily called)the internal element is driven from the motor-shaft, and theintermediate or planet element is connected to the drivingaxle of thevehicle. The disadvantage of this arrangement as heretofore constructedis that unless bevel-Wheels are employed for the intei-mediate elementthe ratio of the change of gearing obtainable is limited and does notalways lit in with the requirements of the designer. This difculty maybe met by designing with bevel-gears or by tting double planet-Wheelshaving different diameters to gear with the internal and externalelements'. Neither of these methods is entirely satisfactory, however,owing to the additional space occupied and other difficulties of design.The simple arrangement of epicyclic gear is quite Well suited to a dropof about three to one in the ratio o1' for anything greater than this;but for less ratios the diameter of the planet-pinions becomes so smallas to render construction difficult. By reversing the arrangement anddriving the outer element from the motor and constituting the innerelement a brake-drum a more suitable ratio for many purposes isobtainable; but the high velocity given to the various pinions isobjectionable. Another difficulty the present invention is intended toobviate is the difficulty of arranging a number of alternative epicyclicgears of different proportions. It often occurs in designing these gearsthat the arrangement required is impossible of construction.V

My invention consistsin providing an epi-f cyclic gear of suitable ratioand in compounding With it one or more sets of epicyclic geartrains, theouter element of the first and of each succeeding train being capable ofreceiving motion from the intermediate element of its adjacent train,thereby enabling the first to be rendered operative alone or through oneor more of its compounded gears.

In the accompanying drawings,which illustrate the method of carrying myinvention into eifect, -Figure 1 is a sectional elevation of thecomplete gear mechanism, and Figs. 2 and?) are sections on the lines a band c d,

`respectively.

Referring to the figures, the motor-shaft A is hollow and is sleevedupon the power-transmission shaft B, from which the motion of thevehicle-axle is derived either directly or through suitable gearing. Theextremity of the motor-shaft A has a pinion C formed or xed upon it,which pinion forms the central element of the rst epicyclic gear-train.The intermediate element of the train consists of pinions D, which aremounted on studs D, attached to a fiange or projecting spider-arms B',formed upon the shaft B. The outer element of the train is constituted abrake-drum E, which is loosely sleeved at E' upon an eX- tension B2 ofthe transmission-shaft. The sleeve E has rigidly attached to it afaceplate E2, which. carries studs E3, upon which are revolubly mountedthe pinions F, constituring the intermediate element of a secondepicyclic gear-train. The internal element of this gear-train consistsof a hollow pinion G, mounted loosely upon the sleeve E and fixed to abrake-Wheel G. The internallytoothed annulus H, formed upon the fiangeddisk K, the boss K of which is securely fastened to the taperedextremity of the shaft extension B2, forms the outer element-of thesecond epicyclic gear-train.

The speed ratio of the first epicyclic train C D E is arranged to suitthe exigencies of design and the requirements of the case for which thegear may be required, a suitable IOO ' lever m by means of thehand-gear.

ratio for many purposes being about three to one, and the gearing isrendered operative to give this speed ratio by tightening the brake onthe drum E, thereby causing the pinions D to travel around the inside ofthe drum and driving the shaft B at the reduced speed in the samedirection as the motor-shaft A. When it is desired to vary the speedratio, the brake on the wheel G is rendered operative, and the annulus Ethen receives motion from the intermediate element F of the secondgear-train. It-will thus be seen that by compounding two sets ofepicyclic geartrains as above described the mechanism may be designed togive whatever speed ratio is required.

In order to provide a convenient means of reversing the driving of themotorshaft A, a loose sleeve L is tted, which has a flanged face-plate Mrigidly attached to it. This face-plate carries upon studs M pinions N,which gear with an external annulus P, supported on the outer ends ofthe studs D', and also with the pinion C. The flange of the face-plate Misffitted with a brake-strap, by means of which the said plate may berendered stationary, so as to cause the motorshaft A to drive the shaftB in the reversed direction.

The construction of brake-operating gear is illustrated in Fig. 3, whichshows a brake consisting of two levers e e, pivoted at one end andfitted with brake-blocks f f. Pressure is applied to Ithe blocks bymeans of the rod g, which is provided with right and left handedscrew-threads working in the nuts g.

Fig. 2 shows a brake of the ordinary band form, which is operated bytilting the pivoted It is obvious, however, that any suitable form ofbrake might be employed for arresting the Yoompou nded epicyclicgear-trains, the central element of the first train receiving motionfrom the power driving-shaft, the intermediate element being connectedto the driven shaft, and the outer element constituting a brake-drum,said brake-drum being adapted.

to receive motion through the intermediate element-oi` the secondepicyclic train, and a suitable brake for said brake-drum, the outerelement of the second epicycle-train being connected to the driven shaftand the internal element fitted with a brake-wheel and a suitable brakefor said brake-wheel, substantially as set forth.

2. In a gear for the transmission of power, the combination ofchange-speed mechanism, consisting of two compounded epicyclicgeartrains C, D, E and G, F, H, with a reversinggear comprising abrake-drum M, a suitable :brake for said brake-drum, pinions N supportedby the brake-drum M, said pinions .meshing with the central pinion C ofthe first `epicyclic train, and an annulus P supported on the axes ofthe intermediate element of 'the irstgear-train, substantially as setforth.

In witness whereof I have hereunto set my .hand in presence of twowitnesses.

FREDERICK WILLIAM LANCHESTER. Witnesses:

JOHN GIBSON, W. H. STUBBs.

